Automatic stop for railway-trains.



W.' HQ'RGHLER. 'AUTOMATIC STOP POR RAILWAY TRAlNS. APPLICATION FILEDH1325, 1914.

1, 12?',24r8f v Patented Feb. 2, 1915.-

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AUTOMATIC STOP POR RAILWAY TRAINS.

APPLIGATION FILED 215.25, 1914, 1,2'y,248 Y Patented Feb. 2, 1915;

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1W; HORGHLER.- AUTOMATIC STOP FOR EMLWAY TRAINS.

APPLGATION FILED PEB.25, 1914.

Patented F6102, 1915.

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i WILLIAM ITIORCI-ILER, OF NEW YORK, N. Y., ASSIGNOR F ONE-HALF TOG'EORGE E.

RODMAN, 0F NEW YORK, N. Y.

AUTOMATIC STP FOR RAILWAY-TRAINS.

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Specification of Letters Patent.

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Application lcd February 25, 1914, Serial No. 821,071.

To aZZ 'whoml it may concern.'

Be it known that I, WILLIAM HORCHLER, a citizen of the United States,residing at New York, in the county of New York and State of New York,have invented certain new, and useful Improvements in Automatic Stopsfor Railway-Trains; and I do hereby declare the following to be a full,clear, and

'exact description of the invention, such as will ena-ble others skilledin the art to which it appertains to make and use the same.

The present invention has relation to an improved means whereby arailway train.

may be' conveniently stopped bylautoxnatic f means whenever, throughdisability,'care-lv` lessness or other cause, the engineer is about topass a danger signal.

Some of the advantages' of the invention are the following: Means areemployed whereby the automatic stop is operated so long beforethelocomotive reaches the usual semaphore signal at the opening of a blockthat the train will be stopped before such signal is reached, therebyavoidingY possible collision with a train which has stopped just afterpassing into the block. The engineer is given an opportunity to stop thetrain in the usual manner if he sees the signal, but, if he passes apoint whence the signal should be seen, the automatic operation willtake place. 'Another advantage of my device is that it is so'constructed that the engineer .struck by the stationary operating arm,

whilefat the same time, the device does not occupy any eXtra roomalong'the side of the train. The parts are simply arranged. They arecompact and protected from interference by frost, etc. Further advantaes will appear in connection with the fo lowing description havingreference to the accompanying drawings wherein- Figure 1 illustrates inpartial elevation the relation of the engine and parts carried therebyto the block signal and stationary automatic loperator respectively,Fig. 2 is a contracted diagram showingthe relation of the successivestationary operators to their respective block signals or semaphores,liig. 3 is an elevation of the preferred arrangev ment of automaticparts on the locomotive cab, seen looking forward, l? ig. fl is a planview of a preferred arrangement of theparts controlling thethrottle ofthe engine, Fig. 5 1s a side elevation of the parts shown in Fig. 3, thecab being shown in section, and Fig. 6 shows certain details inperspective.

My invention is capable of automatically controlling at once thethrottle, the emergencyair brakes, the whistle and a signal in front ofthe engineer or driver, and I have vshown the preferred arrangementwhereby all ofthese ends are accomplished. It is to be understood,however, that, except where expressly otherwise stated, in claims, myinvention is applicable to operation of any one or more of these ends.

In Fig. 2 are indicated, at l0 and 1l, thev usual block signals set atthe beginningof two successive blocks and having the usual' semaphorearms 12 and 13, or other suitable equivalents.

The tracks are represented at 14: and

trains are supposed to move along said track l' in the direction of thearrow in Figs. l and 2. The general operating electric circuit orvequivalent pneumatic system, whereby the block signals are operated inany usual manner is indicated at 15.

Placed at a suitable distance from` each semaphore at the' beginning ofa block and on the side from which the semaphore is approached, are thestationary automatic operators including a stand or post 16, operatingarm 17 and any well known semaphore arm operator controlled by a circuit18 or equivalent means, whereby movement to danger or each arm 12, 13will cause the operating arm 17 to move into position across'the trackas shown in Figs. 2, 3 and 5. The nature of this operating mechanism isnot essential to the invention and is, therefore, left to the judgmentof those skilled in the art'. l The essential point in this connection.is'that, when the semaphore arm at the beginning of a block is set fordanger, the stationary automatic operator should be put into position toact upon the automatic mechanism on the train, substantially in themanner about to be described.

l'Upon the side of the top of the locomotive cab 19 (but not projectinglaterally tol an appreciable` extent beyond the eab) 1s ice mountedl'the lexteinafli ,'.movable portion of i vthe automatic apparatusyforming the subject of this by a spring 25,

. 21 a. sleeve 29 carrying the arm I the shaft 21 as shown invention.'in the preferred form shown this includes a normally upright contactarm* fixed Ito the end of a shaft 21 revolubly mountedv upon suitablebracketsv 22, 23 fixed to the top ofthe cab. This arm ispreferablyprovided at itsouter extremity with a forked end 24 so placed as to comein contact withthe stationary7 operating arm 17 `when the same is placedfor danger, and providing by the divergence of the sides of the fork fora considerable swayl during travel ot the locomotive. The uprightposition of thearm 20 is insured one -end of which is ixed to thebracket 23 and the other to a eollar26 fixed on the shaft. The limit ofmovement forward of the arm 2O is accomplished byv the stop 27which'rests. normally against a fixed shoulder 28 (se `Fig. 5). v

There is mounted loosely upon the shaft 30 connected by a pivoted link31 to a second lever 32 pivoted at 33 on the cab roof and extendingvinto the cab, all as plainly shown in Figs.v

3 and 5. The spring 34 is attached to the lever 32 and the sleeve 29 soas to keep said sleeve normallyin the position shown in Fig. 5, that isto say, with the lower end of: the lever 32 in the forward positionwithin the cab. This lower end is connected pivotally by a connectingrod 35 with a bolt 36 normally entering an flat extension 38of the rod39. This rod is guided `by brackets 40 upon the forward wall of the caband to the bottom of the rod which tends constantly to pull it downward.One side of the lsleeve 29 is shaped substantially as shown in Fig. 3 toact as a clutch member to coperate with the second clutch member 42 of awellk'n'own' type which is keyed to at 43 sofasto turn therewith and tobe capable of sliding thereon. This second clutch member can be throwninto and outd of engagement with I the sleeve 29 by means of a wellknown form of operating handle 44s pivoted in the root of the cab at 45.I prefer to provide means such as the spring 4G tending constantly tokeep the clutch 42 in engagement with'the sleeve'29 so that if at anytime, the shaft 21 is revolved by movement of the arm 20, the automaticmechanism will be operated; At the same time, since the handle el iswithin reach of the engineer or driver, he

. is able at any time to disconnect the shaft 21 from the operatingmechanism so as to pass the stationary operating ar1n17 where this isdesirable, or to prevent stop page of the train upon passage underbridges or tunnels which might otherwise act to stop the train.

'in the preferred form shown wherein siopening 37 in the a spring 41 isattachedv multaneous operation is had oa numberot' end of the arm 7 isconnected as shown with the slide 50 of a visible signal in front of theengineer. The second cross-arm 51 is fixed near the lower partv of therod 39 and this arm has a lateral extension 52 ex tending over thelocking mechanism of the throttle 53 to operate the same, preferably asfollows: There. are mounted upon the throttle lever 53, pivoted links 54connected by the bar 55 pivoted to the ends ot said links and from `oneot' these links a pivoted connecting rodv 56 extends to the ordinarywell known securing bolt 57 which coperates in a well known manner withthel toothed sector 53 to lock the throttle bar 53 in any desiredpositionQ;l The spring' 59 acts normally to push `thetfhrttle bar orwardto shut oli the steam from the driving cylinders. .The opposite end ofthe cross bar 51 is adapted to operate the valve 60 of the emergencyping mechanism as shown in Fig.' 3. 1

It will be seen `from the a'bovethat, inf l vcase the engine should passa predetermined point suitably fixed on the approaching side of theusua-i-.blockfsemaphore set to danger,

brake byA means oa trip- '39 is equipped and connected as follows:

a7 is iixed to the rod, one. '70 i the arm 17 will push the arm 20backward as indicated by' the arrow-'and the' dotted' 100 which will actthrough'the clutch 42 andi" sleeve 2O to liberate the rod 39. Thespring-'1 lines in Fig. 5, and thus rotate theshait 21 i1 will causeVthe rod 39 to move sharply downward, thereby shutting o the-steam,setting the emergencybrake, and operating the signal ,within the cab.'As {hither-to stated it-is within this invention to carry out one ormore ot these ends. Any suitable means may is well understood-to lessenshock between the arm 17 and the arm 2O.v

It is one of the advantages of my improvement that all externaloperating parts which might be subject to interference by' frost,

are inelosedv as by the housing 61', andthat' the interior of suchhousing is connected'by thel openings for the levers 32 and 44' with thewarm interior of the eab. '.l`-his permits the warm air from the calc-tosustain aproper temperature within the housing 61 so that frost cannotinterfere with operation. rllhe only opening to the outer air is beemployed* asv Y that which admits the vshaft. 21 and this can,

ot course, be made relatively tight.

Various changes may be made inthis deviee without departing from thescope ot this invention and I do not-limit myself to the details hereinshown and described.

What i claim is4 1. A system for automatically stopping a ,i arm thereonadapted to be tilted by said stationary device, automatic means forstopping the engine within the cab, connections between said automaticmeans and said shaft including a movable clutch, and means Within thecontrol ci the engine driver for operating said clutch, substantially asdescribed.

in appaia-atar; for automatically stop-r ping a railway train, anexternal stationary operating device comprising an arm adapted toproject over `the side of the train, a shaft revolubly mounted upon theengine cab, an arm thereon adapted to strikeV said first named arm,automatic means Within the cab for stopping the engine, connectionsbetween said automatic means and said shaft includin a movable clutch,and means on the cab for operating' said clutch, substantially asdescribed.

ln apparatus for automatically stopz, railway train, an externalstationary tot at ng device comprising an arm adapted tc project overthe side of the train, ashaft revolubly mounted upon the top of theengine cab, anv armthereon having a. forked end either branch of Which'is' adapted to strike said first named arm, automatic stopping meansfor the engine Within the cab, suitable'operative connections betweensaid shaft and said automatic means, and means adapted to be manipulatedfrom Within the cab for rendering said connections temporarilyinoperative, substantially as described.

4. In apparatus for automatically stopping a railway train, an externalstationary operating device comprising an armadapt'ed to project overthe side of the train, a housing on top of the engine cab communicatingWith the interior of the cab through an ope"- ing adapted to permitAaccess ot Warm vair to the space Within said housing a revolubly`mounted shaft Within and projecting from one side of said housing7 anarm thereon adapted to strike said'first named arm, automatic stoppingmeans within the cab operatively connected with said shaft, and meansfor temporarily rendering said connections inoperative at will,substantially as described.

in testimony Whereoil aiiiX my signa- Copies of this patent may beobtained for ve cents each, by addressing the Commissioner of Eatents.

` Washington, 1D. C.

